Valve assembly for high-pressure fluid reservoir

ABSTRACT

A valve assembly is disclosed for controlling fluid flow between two reservoirs. The valve assembly includes a relief valve arranged inside the housing and configured to open a first fluid flow path when the first reservoir is above a first predetermined pressure value.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a Continuation of the U.S. Utility application Ser.No. 13/011,676, filed Jan. 21, 2011, which is a Continuation In Part ofU.S. Utility application Ser. No. 12/749,924, filed Mar. 30, 2010, whichclaims the benefit of U.S. Provisional Application Ser. No. 61/171,548,filed Apr. 22, 2009, the disclosure of which is hereby incorporated byreference in its entirety.

TECHNICAL FIELD

The present invention relates to a valve assembly for controlling fluidflow to and from a high-pressure reservoir.

BACKGROUND

Valves are employed in a multitude of industries to control flow ofliquids and/or gases. One application for such control valves appears invehicles with stored fuel to control a vehicle's evaporative emissionsresulting from gasoline vapors escaping from the vehicle's fuel system.Evaporative emissions of modern vehicles are strictly regulated in manycountries. To prevent fuel vapors from venting directly to theatmosphere, a majority of vehicles manufactured since the 1970's includespecifically designed evaporative emissions systems. Additionally, inrecent years vehicle manufacturers began developing fully sealed fueldelivery to their engines.

In a typical evaporative emissions system, vented vapors from the fuelsystem are sent to a purge canister containing activated charcoal. Theactivated charcoal used in such canisters is a form of carbon that hasbeen processed to make it extremely porous, creating a very largesurface area available for adsorption of fuel vapors and/or chemicalreactions. During certain engine operational modes, with the help ofspecifically designed control valves, the fuel vapors are adsorbedwithin the canister. Subsequently, during other engine operationalmodes, and with the help of additional control valves, fresh air isdrawn through the canister, pulling the fuel vapor into the engine whereit is burned.

SUMMARY

An embodiment of the invention is a valve assembly for controlling fluidflow between a first reservoir and a second reservoir. The valveassembly includes a valve housing and a relief valve arranged inside thevalve housing and configured to open a first fluid flow path when thefirst reservoir is above a first predetermined pressure value. The valveassembly also includes a solenoid assembly arranged inside the valvehousing and configured to open a second fluid flow path when a rate ofthe fluid flow from the first reservoir to the second reservoir is abovea predetermined reference value.

The valve assembly additionally includes a flow restrictor arrangedinside the valve housing and configured to open a third fluid flow pathwhen the rate of the fluid flow from the first reservoir to the secondreservoir is below the predetermined reference value, and when thepressure inside the first reservoir is below a second predeterminedpressure value. The solenoid assembly includes an armature configured toselectively open and close the flow restrictor and the armature includesa piston and a plunger. The piston is connected to the plunger by acatch mechanism that is arranged inside the valve housing and configuredto permit the plunger to translate away from the flow restrictor suchthat the third fluid flow path is opened without displacing the piston.

The above features and advantages and other features and advantages ofthe present invention are readily apparent from the following detaileddescription of the best modes for carrying out the invention when takenin connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic cross-sectional view of a valve assemblyconfigured for controlling fuel vapor flow between a fuel tank and apurge canister, with the valve shown in a closed state, according to oneembodiment of the invention;

FIG. 2 is a schematic cross-sectional view of the valve assembly shownin FIG. 1, with a first flow path between the fuel tank and the purgecanister shown in an open state;

FIG. 3 is a schematic cross-sectional view of the valve assembly shownin FIG. 1, with a second flow path between the fuel tank and the purgecanister shown in an open state;

FIG. 4 is a schematic cross-sectional view of the valve assembly shownin FIG. 1, with a third flow path between the fuel tank and the purgecanister shown in an open state when the fuel tank is under pressure;

FIG. 5 is a schematic cross-sectional view of the valve assembly shownin FIG. 1, with a third flow path between the fuel tank and the purgecanister shown in an open state when the fuel tank is under vacuum; and

FIG. 6 is a schematic cross-sectional view of the valve assembly havingan armature that includes a separate piston and plunger, and the plungeris connected to the piston via a catch mechanism.

DETAILED DESCRIPTION

Referring to the drawings wherein like reference numbers correspond tolike or similar components throughout the several figures, FIG. 1illustrates a vehicle, schematically represented by numeral 10. Vehicle10 includes a fuel tank 12 configured as a reservoir for holding fuel tobe supplied to an internal combustion engine 13 via a fuel deliverysystem which typically includes a fuel pump (not shown), as understoodby those skilled in the art. Vehicle 10 may also include a controller 14that is configured to regulate the operation of engine 13 and its fueldelivery system. Fuel tank 12 is operatively connected to an evaporativeemissions control system 16 that includes a purge canister 18 adapted tocollect fuel vapor emitted by the fuel tank 12 and to subsequentlyrelease the fuel vapor to engine 13. Controller 14 is also configured toregulate the operation of evaporative emissions control system 16 inorder to recapture and recycle the emitted fuel vapor. In addition,controller 14 is adapted to regulate the operation of valve assembly 20,i.e., to selectively open and close the valve, in order to provideover-pressure and vacuum relief for the fuel tank 12

Evaporative emissions control system 16 includes a valve assembly 20.Valve assembly 20 is configured to control a flow of fuel vapor betweenthe fuel tank 12 and the purge canister 18. Although valve assembly 20as shown is located between fuel tank 12 and purge canister 18, nothingprecludes locating the valve assembly in a different position, such asbetween the purge canister 18 and the engine 13. Valve assembly 20includes a housing 22, which retains all internal components of thevalve assembly in a compact manner. Housing 22 connects to fuel tank 12via a connector 24, and to the purge canister via a connector 26.Housing 22 accommodates a relief valve 28. Relief valve 28 includes apiston 30, which may be formed from a suitable chemically-resistantmaterial such as an appropriate plastic or aluminum. Relief valve 28 mayalso include a compliant seal 32, which may be formed from a suitablechemically-resistant elastomeric material. Seal 32 may be aninward-sloped dynamic pressure seal, i.e., such that the seal's outeredge or lip is angled toward a central axis Y1. In operation, seal 32makes initial contact with the housing 22 along the seal's angled outeredge. After the initial contact with housing 22, the outer edge of seal32 deflects to conform to the housing and hermetically closes a passage34. The inward slope of the seal's outer edge provides enhanced controlof fuel vapor flow at small openings between seal 32 and housing 22.

Piston 30 and seal 32 may be combined into a unitary piston assembly viaan appropriate manufacturing process such as overmolding, as understoodby those skilled in the art. Piston 30 and seal 32 are urged to closepassage 34 by a spring 36. As shown in FIG. 2, relief valve 28 isconfigured to facilitate opening a first fuel vapor flow path beingtraversed by the fuel vapor flowing in a direction from the fuel tank 12toward the purge canister 18, represented by an arrow 38, when the fueltank 12 is above a first predetermined pressure value. The firstpredetermined pressure value is preferably a positive number,representing an extreme or over-pressure condition of fuel tank 12.

The over-pressure condition of fuel tank 12 may depend on designparameters typically specified according to appropriate engineeringstandards and commonly includes a factor of safety to precludeoperational failure of the fuel tank. Pressure in the fuel tank 12 mayvary in response to a number of factors, such as the amount andtemperature of the fuel contained therein. The first predeterminedpressure value may be established based on the design parameters of thefuel tank 12 and of the engine's fuel delivery system, as well as basedon empirical data acquired during testing and development.

Valve assembly 20 also includes a solenoid assembly 40 arranged insidehousing 22, and adapted to receive electrical power from a vehiclealternator or from an energy-storage device (not shown), and betriggered or energized by a control signal from controller 14. Solenoidassembly 40 includes an armature 42, a solenoid spring 44, and a coil46, as understood by those skilled in the art. Solenoid spring 44 isconfigured to generate a force sufficient to urge armature 42 out of thesolenoid assembly 40, when the solenoid assembly is not energized. Coil46 is configured to energize solenoid assembly 40, and to withdrawarmature 42 into the solenoid assembly by overcoming the biasing forceof spring 44.

Valve assembly 20 additionally may include a flow restrictor 50. Flowrestrictor 50 is arranged inside the housing 22, and includes a piston52 which may be formed from a suitable chemically-resistant materialsuch as an appropriate plastic or aluminum. Flow restrictor 50 alsoincludes a compliant seal 54, which may be formed from a suitablechemically-resistant rubber. Seal 54 is an inward-sloped dynamicpressure seal, i.e., such that the seal's outer edge or lip is angledtoward a central axis Y2. In operation, seal 54 makes initial contactwith the housing 22 along the seal's angled outer edge. After theinitial contact with housing 22, the outer edge of seal 54 deflects toconform to the housing and to hermetically close a passage 56. Theinward slope of the seal's outer edge provides enhanced control of fuelvapor flow at small openings between seal 54 and housing 22.

Similar to the piston 30 and seal 32 above, piston 52 and seal 54 may becombined into a unitary piston assembly via an appropriate manufacturingprocess such as overmolding. Piston 52 and seal 54 are urged to closepassage 56 by the action of a spring 58. In the embodiment shown in FIG.1, flow restrictor 50 is configured to be normally closed via theextension of armature 42 under the urging of solenoid spring 44 in theabsence of the control signal from controller 14. Referring back to FIG.2, the normally closed position of the flow restrictor, combined withthe opening of relief valve 28 (as described above), also facilitatesthe opening of the first flow fuel vapor flow path represented by arrow38.

As shown in FIG. 3, passage 56 is exposed when armature 42 is withdrawninto solenoid assembly 40 in response to the solenoid assembly beingenergized by the control signal from controller 14. Spring 58 iscompressed by the force of the flow of fuel vapor, and the flowrestrictor 50 is pushed out of the way by the vapor flow to therebyfacilitate the opening of passage 56. Exposing passage 56 opens a secondfuel vapor flow path to be traversed by the fuel vapor flowing in thedirection from the fuel tank 12 toward the purge canister 18,represented by arrow 60. Fuel vapor flows in the direction representedby arrow 60 when a rate of fluid flow from fuel tank 12 to purgecanister 18 is greater than a predetermined reference value in order toopen passage 56.

The rate of fluid flow from fuel tank 12 may vary in response to anumber of factors, such as the amount, temperature and pressure of thefuel contained therein. The predetermined reference value of the rate offluid flow may be set at, for example, approximately 260 liters perminute (LPM), but may also be established in relation to a higher or alower predetermined reference value. The reference value is typicallypredetermined or established in accordance with operating parameters ofa particular engine's fuel delivery system, as understood by thoseskilled in the art. The predetermined rate of fluid flow, however, mustbe sufficiently high to compress spring 58 and thereby expose passage56, and the rate of spring 58 should therefore be selected accordingly.

Piston 52 and seal 54 are urged to close passage 56 by a spring 58.Relief valve 28 is configured to open a third fuel vapor flow pathrepresented by arrow 62A, as shown in FIG. 4, and arrow 62B, as shown inFIG. 5. Arrow 62A represents the third fuel vapor flow path beingtraversed by the fuel vapor flowing in the direction from the fuel tank12 toward the purge canister 18, and arrow 62B represents the third fuelvapor flow path being traversed by the fuel vapor flowing in a directionfrom the purge canister 18 toward the fuel tank 12. Fuel vapor flows inthe direction represented by arrow 62B when the rate of the fluid flowfrom fuel tank 12 to purge canister 18 is below the first predeterminedreference value.

As shown in FIG. 6, armature 42 may also be composed of separate parts,a piston 42A and a plunger 42B in order to reduce operational hysteresisof the armature during the opening and closing of the passage 56.Friction may develop between the armature 42 and a bore 72 of thesolenoid assembly 40 during the operation of the valve assembly 20.Particularly, such friction may impact the opening and closing instanceof the third fuel vapor flow path represented by arrow 62B shown in FIG.5 as the flow restrictor 50 is pushed out of the way by the vapor flow.In order to address such a possibility, as shown in FIG. 6, the plunger42B is connected to the piston 42A via a catch mechanism 74.Accordingly, the catch mechanism 74 is configured to maintain theconnection between the plunger 42B and the piston 42A.

The catch mechanism 74 is configured to permit the plunger 42B to moveor translate away from the flow restrictor 50 for a distance 76 that issufficient to open the third fuel vapor flow path 62B without the needfor the piston 42A to also be displaced away from the flow restrictor.Therefore, the separate piston 42A and plunger 42B permit frictionbetween the piston 42A and the bore 72 to not impact the initial openingof the third fuel vapor flow path 62B. A stop plate 78 is provided tolimit travel of the piston 42A within the bore 72.

As shown in the embodiment of FIG. 6, a plunger spring 80 isadditionally provided to preload the plunger 42B against the stop plate78. The plunger spring 80 is configured to press plunger 42B againstseal 54 and maintain the normally closed position of the flow restrictor50 when solenoid assembly 40 is not energized. The plunger spring 80permits the force of gravity to be employed in pulling the piston 42Aagainst the stop plate 78 when the valve assembly 20 is oriented asshown in FIGS. 106. Accordingly, in the situation when the valveassembly 20 is oriented to employ the force of gravity in such manner,the solenoid spring 44 becomes optional. In such a case, the plungerspring 80 is additionally configured to perform all the describedfunctions of the solenoid spring 44.

As shown in FIG. 4, passage 64 is exposed when armature 42 is withdrawninto solenoid assembly 40 in response to the solenoid assembly beingenergized by the control signal from controller 14. The force of theflow of fuel vapor in the third fuel vapor flow path 62A is insufficientto compress spring 58. Spring 58 is thus permitted to extend and urgethe flow restrictor 50 to close passage 56 while at the same timeexposing passage 64. In this example, the third fuel vapor flow pathrepresented by arrow 62A is opened when the rate of fluid flow is lowerthan the predetermined reference value of approximately 260 LPM, but mayalso be established in relation to a higher or a lower reference value.However, to expose passage 64, the rate of fluid flow in the third fuelvapor flow path should be incapable of compressing spring 58; therefore,the rate of spring 58 should be selected accordingly.

As noted above, relief valve 28 is additionally configured to open thethird fuel vapor flow path being traversed by the fuel vapor flowing inthe direction represented by arrow 62B when the fuel tank 12 is below asecond predetermined pressure value (shown in FIG. 5). The firstpredetermined pressure value is greater than the second predeterminedpressure value. While the first predetermined pressure value ispreferably a positive number, representing an extreme or over-pressurecondition of fuel tank 12, the second predetermined pressure value ispreferably a negative number i.e., signifying that the fuel tank 12 isunder a vacuum. This vacuum in the fuel tank 12 is sufficient toovercome the force of spring 44, and thereby expose passage 64 to openthe third fuel vapor flow path. Spring 44 is specifically designed topermit opening of the third fuel vapor flow path at a specific vacuumset point of the fuel tank 12. As such, the rate of solenoid spring 44generates a force that is sufficient to close passage 64 when the fueltank 12 is at positive pressure, but is insufficient to close the samepassage when the fuel tank is under vacuum.

In the embodiments shown in FIGS. 1 through 5, valve assembly 20 alsoincludes a cover 66, which in this example is configured as asingle-piece component. Cover 66 locates relative to the housing 22 withthe aid of a flange 22A nesting inside a channel 66A. Cover 66 engagesand interconnects with housing 22 via tabbed extensions 68 that areconfigured to provide a snap-fit against the housing. Valve assembly 20additionally includes a static seal 70 adapted to hermetically sealcover 66 against housing 22. As shown in FIGS. 1-5, and as understood bythose skilled in the art, seal 70 is of an O-ring type.

While the best modes for carrying out the invention have been describedin detail, those familiar with the art to which this invention relateswill recognize various alternative designs and embodiments forpracticing the invention within the scope of the appended claims.

1. A valve assembly configured for controlling fluid flow between afirst reservoir and a second reservoir, each reservoir being arrangedexternally with respect to the valve assembly, the valve assemblycomprising: a valve housing; a relief valve arranged inside the valvehousing and configured to open a first fluid flow path inside the valvehousing when a pressure inside the first reservoir is above a firstpredetermined pressure value; a solenoid assembly arranged inside thevalve housing and configured to open a second fluid flow path inside thevalve housing when a rate of the fluid flow from the first reservoir tothe second reservoir is above a predetermined reference value; a flowrestrictor arranged inside the valve housing and configured to open athird fluid flow path inside the valve housing when the rate of thefluid flow from the first reservoir to the second reservoir is below thepredetermined reference value, and when the pressure inside the firstreservoir is below a second predetermined pressure value; and a catchmechanism arranged inside the valve housing and operatively connected tothe solenoid assembly; wherein: the solenoid assembly includes anarmature configured to selectively open and close the flow restrictor;the armature includes a piston and a plunger; and the catch mechanismconnects the piston to the plunger and is configured to permit theplunger to translate away from the flow restrictor such that the thirdfluid flow path is opened without displacing the piston.
 2. The valveassembly according to claim 1, wherein the first predetermined pressurevalue is greater than the second predetermined pressure value.
 3. Thevalve assembly of claim 1, further comprising a stop plate configured tolimit travel of the piston toward the flow restrictor.
 4. The valveassembly of claim 3, further comprising a plunger spring configured topreload the plunger against the stop plate and press the plunger againstthe flow restrictor to maintain the flow restrictor in a closedposition, and a coil configured to energize the armature and overcomethe plunger spring to open the flow restrictor.
 5. The valve assembly ofclaim 4, further comprising a solenoid spring configured to generate aforce sufficient to close the restrictor by displacing the armature,wherein the coil is additionally configured to overcome the solenoidspring.
 6. The valve assembly according to claim 4, wherein the coil isconfigured to overcome the plunger spring when the rate of the fluidflow is below the predetermined reference value.
 7. The valve assemblyaccording to claim 4, wherein the plunger spring is configured togenerate a force sufficient to close the third fluid flow path when thepressure inside the first reservoir is a positive value, butinsufficient to close the third fluid flow path when the pressure insidethe first reservoir is a negative value.
 8. The valve assembly accordingto claim 1, wherein the flow restrictor is configured to be normallyclosed, the valve assembly further comprising a spring configured tourge the flow restrictor to open.
 9. The valve assembly according toclaim 1, wherein at least one of the relief valve and the flowrestrictor includes an inward-sloped pressure seal configured to sealthe corresponding relief valve and the flow restrictor against thehousing.
 10. The valve assembly according to claim 1, further comprisinga cover configured to retain the relief valve, the flow restrictor, andthe solenoid assembly inside the housing.
 11. The valve assemblyaccording to claim 10, wherein the cover engages and interconnects withthe housing via a snap-fit.
 12. The valve assembly according to claim10, further comprising a static seal configured to seal the coveragainst the housing.
 13. The valve assembly according to claim 12,wherein the static seal is an O-ring type seal.
 14. An evaporativeemissions control system comprising: a controller; a first reservoir; asecond reservoir; and a valve assembly configured to control fluid flowbetween the first reservoir and the second reservoir, wherein eachreservoir is arranged externally with respect to the valve assembly, thevalve assembly including: a valve housing; a relief valve arrangedinside the valve housing and configured to open a first fluid flow pathinside the valve housing when a pressure inside the first reservoir isabove a first predetermined pressure value; a solenoid assemblyregulated by the controller, arranged inside the valve housing, andconfigured to open a second fluid flow path inside the valve housingwhen a rate of the fluid flow from the first reservoir to the secondreservoir is above a predetermined reference value; a flow restrictorarranged inside the valve housing and configured to open a third fluidflow path inside the valve housing when the rate of the fluid flow fromthe first reservoir to the second reservoir is below the predeterminedreference value, and when the pressure inside the first reservoir isbelow a second predetermined pressure value; a catch mechanism arrangedinside the valve housing and operatively connected to the solenoidassembly; and a stop plate arranged inside the valve housing; wherein:the solenoid assembly includes an armature configured to selectivelyopen and close the flow restrictor, and the armature includes a pistonand a plunger; the catch mechanism connects the piston to the plungerand is configured to permit the plunger to translate away from the flowrestrictor such that the third fluid flow path is opened withoutdisplacing the piston; and the stop plate is configured to limit travelof the piston toward the flow restrictor.
 15. The evaporative emissionscontrol system according to claim 14, wherein the first predeterminedpressure value is greater than the second predetermined pressure value.16. The evaporative emissions control system of claim 14, furthercomprising a plunger spring configured to preload the plunger againstthe stop plate and press the plunger against the flow restrictor tomaintain the flow restrictor in a closed position, and a coil configuredto energize the armature and overcome the plunger spring to open theflow restrictor.
 17. The evaporative emissions control system of claim16, further comprising a solenoid spring configured to generate a forcesufficient to close the restrictor by displacing the armature, whereinthe coil is additionally configured to overcome the solenoid spring. 18.The evaporative emissions control system according to claim 17, whereinthe coil is configured to overcome the plunger spring when the rate ofthe fluid flow is below the predetermined reference value.
 19. Theevaporative emissions control system according to claim 17, wherein theplunger spring is configured to generate a force sufficient to close thethird fluid flow path when the pressure inside the first reservoir is apositive value, but insufficient to close the third fluid flow path whenthe pressure inside the first reservoir is a negative value.
 20. Theevaporative emissions control system according to claim 14, wherein theflow restrictor is configured to be normally closed, the valve assemblyfurther comprising a spring configured to urge the flow restrictor toopen.